CN110803070A - Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source - Google Patents

Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source Download PDF

Info

Publication number
CN110803070A
CN110803070A CN201911211242.4A CN201911211242A CN110803070A CN 110803070 A CN110803070 A CN 110803070A CN 201911211242 A CN201911211242 A CN 201911211242A CN 110803070 A CN110803070 A CN 110803070A
Authority
CN
China
Prior art keywords
fuel cell
subsystem
lithium battery
valve
liquid hydrogen
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201911211242.4A
Other languages
Chinese (zh)
Other versions
CN110803070B (en
Inventor
纪常伟
白永燚
汪硕峰
牛会鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing University of Technology
Original Assignee
Beijing University of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing University of Technology filed Critical Beijing University of Technology
Priority to CN201911211242.4A priority Critical patent/CN110803070B/en
Publication of CN110803070A publication Critical patent/CN110803070A/en
Application granted granted Critical
Publication of CN110803070B publication Critical patent/CN110803070B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04268—Heating of fuel cells during the start-up of the fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Landscapes

  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fuel Cell (AREA)

Abstract

The invention designs a heat management method of a fuel cell lithium battery hybrid electric vehicle by taking liquid hydrogen as a gas source and a cold source. The thermal management system of the fuel cell lithium battery hybrid electric vehicle comprises a fuel cell subsystem, a power lithium battery subsystem, a liquid hydrogen subsystem and a heat exchange control subsystem. The method utilizes liquid hydrogen with higher energy density as an energy source of the fuel cell, effectively reduces the volume of the fuel cell lithium battery hybrid electric vehicle, utilizes the cold energy of the liquid hydrogen to solve the problem that the fuel cell lithium battery hybrid electric vehicle utilizes the compressor to refrigerate in summer, and also solves the problems that the fuel cell vehicle has lower low-temperature efficiency in winter, utilizes the waste heat of the fuel cell, has low-temperature charge-discharge efficiency of the power lithium battery and the like. The efficiency of the fuel cell hybrid electric vehicle is effectively improved.

Description

Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source
Technical Field
The invention provides a thermal management method of a fuel cell lithium battery hybrid electric vehicle taking liquid hydrogen as a gas source, belonging to the field of new energy vehicles
Background
The fuel cell automobile has the advantages of reliable energy operation, no pollutant discharge, high conversion efficiency, few moving parts, no noise and the like, and has good application prospect. At present, fuel cell vehicles in China are gradually developed from the field of commercial vehicles, but compared with pure electric vehicles and traditional internal combustion engine vehicles, the fuel cell vehicles have the defects that the fuel cell vehicles cannot be started at low temperature, the working efficiency is low at low temperature, and the proton exchange membranes of the fuel cells are damaged by high temperature, so that the fuel cell vehicles face greater challenges in the aspect of heat management.
In the prior art, some patents only consider cooling of the fuel cell, and do not fully utilize the residual heat generated during the operation of the fuel cell. And in some patents, waste heat is used for heating the whole vehicle in winter, and the problems of low working efficiency, low charging rate and the like of a power battery under a low-temperature working condition are not considered. Other patents consider that fuel cell vehicles are used for heating the whole vehicle and insulating the power battery in winter, but do not consider the space limitation of the fuel cell vehicles and the method for treating the waste heat in summer.
The fuel cell automobile is mostly applied to large-sized automobiles such as business automobiles at present, because the integration level of parts is too low, and in the parts of the fuel cell, the hydrogen tank occupies a large area, if liquid hydrogen with higher energy density can be utilized, the space of the fuel cell automobile can be greatly reduced, and the space utilization rate of the fuel cell automobile is higher. And the cold energy of the liquid hydrogen can be fully utilized to process the waste heat of the fuel cell in summer, thereby having very important significance for fuel cell automobiles.
Disclosure of Invention
Based on the method, the heat management method for the fuel cell automobile is provided for solving the problems of how to start the fuel cell at low temperature in winter, improve the working efficiency of the fuel cell, keep the temperature of the power cell in winter, treat high-temperature waste heat in summer and reduce the occupied space of parts of the fuel cell automobile.
A method of thermal management in a fuel cell vehicle, the fuel cell vehicle comprising: a fuel cell subsystem, a power cell subsystem, a liquid hydrogen subsystem, and a heat exchange control subsystem, the method comprising the steps of:
BZ1, detecting the current temperature T of the circulating water of the fuel cellFC；
BZ2 when the current circulating water temperature T of the fuel cellFCAnd when the lower limit of the normal working set temperature of the circulating water of the fuel cell is not less than 10 ℃, the hybrid electric vehicle of the lithium battery of the fuel cell enters a normal working mode, otherwise, the hybrid electric vehicle of the lithium battery of the fuel cell enters a circulating water heating mode of the fuel cell.
The normal working mode is as follows: the working temperature of the fuel cell reaches the working temperature range with the best efficiency of the fuel cell, namely 60 ℃ to 80 ℃, at the moment, no matter how much power is required by the automobile, the power required by the automobile is provided by the fuel cell firstly, if the power of the fuel cell is not enough to provide the power required by the normal running of the automobile, the running power of the automobile is provided by the fuel cell and a lithium battery together, wherein the maximum power is provided on the basis of ensuring that the power of the fuel cell is more than 40%, and the lithium battery supplements the rest of the power required by the running of the automobile; if the power of the fuel cell can completely meet the power required by the normal running of the automobile, the running power of the automobile is provided by the fuel cell, at the moment, if the SOC of the lithium battery is lower than fifty percent, the fuel cell is required to charge the lithium battery, and if the SOC of the lithium battery is higher than fifty percent, the lithium battery is not charged.
The fuel cell circulating water heating mode is divided into two steps:
BZ21 when the temperature T of the circulating water of the fuel cell isFCWhen the minimum starting temperature of the fuel cell is more than or equal to-20 ℃, the fuel cell lithium battery hybrid electric vehicle enters the second step again;
BZ22 when the temperature T of the circulating water of the fuel cell isFC<When the lowest starting temperature of the fuel cell is-20 ℃, the fuel cell lithium battery hybrid electric vehicle enters the first step, and when the temperature of the current circulating water of the fuel cell is more than or equal to 10 ℃ of the lowest starting temperature of the fuel cell, the fuel cell lithium battery hybrid electric vehicle enters the second step.
The first step is: controlling the power lithium battery subsystem to heat circulating water of the fuel cell, and controlling the fuel cell subsystem to realize a circulation 1 working mode, namely, cooling water of the fuel cell circulates per se, namely after the cooling water in the fuel cell subsystem comes out of the fuel cell, the cooling water passes through a fourth temperature sensor (T4), a second flowmeter (L2), a fourth three-way valve (S4), a fourth valve (G4), a third valve (G3), a second water tank (SX2) and a third temperature sensor (T3), so that heat heated by the lithium battery for the second water tank (SX2) is uniformly distributed in the circulating water of the fuel cell subsystem, but the fuel cell does not work, and electric energy used in the fuel cell subsystem and the power cell subsystem is provided by the power cell of the power lithium battery subsystem;
the second step is as follows: controlling the fuel cell subsystem to realize a circulation 1 working mode, controlling the power lithium battery subsystem to realize a circulation 12 working mode, namely, the cooling water in the lithium battery subsystem circulates by itself, namely after the cooling water in the lithium battery subsystem comes out from the water-cooled lithium battery, the heat generated by the self discharge of the lithium battery is used for heating the cooling circulating water in the lithium battery subsystem through a second temperature sensor (T2), a first valve (G1), a second valve (G2), a first one-way valve (D1), a second three-way valve (S2), a first water tank (SX1), a first water pump (B1), a first flow meter (L1) and a first temperature sensor (T1), the electric energy used in the fuel cell subsystem and the power lithium battery subsystem is provided by the fuel cell in the fuel cell subsystem and the power battery in the power battery subsystem together.
BZ3, when the fuel cell lithium battery hybrid electric vehicle enters a normal working mode, detecting the environmental temperature T0；
BZ4 when said ambient temperature T is high0And when the temperature is more than or equal to 10 ℃ required by the power lithium battery, the fuel cell lithium battery hybrid electric vehicle enters a high-temperature working mode, namely a summer working mode, or else, the fuel cell lithium battery hybrid electric vehicle enters a low-temperature working mode, namely a winter working mode.
The high-temperature working mode is as follows: controlling a fuel cell lithium battery hybrid power system to realize a circulation 2 mode, wherein a fuel cell subsystem realizes a circulation 21 mode, namely circulating cooling water of a fuel cell passes through a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a second plate heat exchanger (HRQ2), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3) to transfer heat to a liquid hydrogen system for cooling, and at the moment, a fourth valve (G4), a third valve (G3), a fourth three-way valve (S4) and a third three-way valve (S3) in the fuel cell subsystem are all in a closed state; a seventh valve (G7), an eighth valve (G8), a fifth check valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, the power lithium battery subsystem realizes a circulation 22 mode, namely, the lithium battery passes through a second temperature sensor (T2), a third three-way valve (S1), a first plate heat exchanger (HRQ1), a second check valve (D2), a second three-way valve (S2), a first water tank (SX1), a first water pump (B1), a first flowmeter (L1) and a first temperature sensor (T1) to cool heat from the liquid hydrogen system, and at the moment, the first valve (G1), the second valve (G2), the first check valve (D1), the first three-way valve (S1) and the second three-way valve (S2) in the power lithium battery subsystem are all in a closed state; and a sixth valve (G6), a fifth valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, and the electric energy used in the fuel cell subsystem and the power lithium battery subsystem is jointly provided by the fuel cell in the fuel cell subsystem and the lithium battery in the power lithium battery subsystem. And the kinetic energy of the liquid hydrogen flowing in the liquid hydrogen subsystem is provided by the liquid hydrogen subsystem.
The low-temperature working mode, namely the winter working mode, is as follows: controlling the fuel cell lithium battery hybrid power system to realize a circulation 3 mode, wherein the fuel cell subsystem realizes a circulation 31 mode, namely, part of circulating cooling water of the fuel cell passes through a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a third one-way valve (D3), a third plate heat exchanger (HRQ3), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3) provide part of heat for the power lithium battery to keep warm, the part of heat can meet the condition that the temperature of the lithium battery is kept to 20 ℃ at the ambient temperature, and a circulation 32 mode, namely, the rest part of the circulating cooling water of the fuel cell passes through the fourth temperature sensor (T4), the second flowmeter (L2), the second water pump (B2), the fourth three-way valve (S4), the second plate heat exchanger (HRQ2), the third temperature sensor (S3), The second water tank (SX2) and the third temperature sensor (T3) are cooled by the liquid hydrogen system, at the moment, a seventh valve (G7), an eighth valve (G8), a fifth check valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, the power lithium battery subsystem realizes a circulation 33 mode, namely circulating water in the lithium battery subsystem is kept warm by circulating cooling water in the fuel cell subsystem through the second temperature sensor (T2), a first three-way valve (S1), a third plate heat exchanger (HRQ3), the first check valve (D1), a second three-way valve (S2), the first water tank (SX1), a first water pump (B1), a first flowmeter (L1) and the first temperature sensor (T1), at the moment, the sixth valve (G6) in the liquid hydrogen subsystem is closed, and liquid hydrogen in the liquid hydrogen subsystem is kept warm by the seventh valve (G7), the eighth valve (G8), the fifth check valve (D5), An eleventh valve (G11) completely provides liquid hydrogen cold energy for cooling water in a fuel cell subsystem for heat dissipation, and electric energy used in the fuel cell subsystem and the power lithium battery subsystem is provided by a fuel cell in the fuel cell subsystem and a lithium battery in the power lithium battery subsystem together. And the kinetic energy of the liquid hydrogen flowing in the liquid hydrogen subsystem is provided by the liquid hydrogen subsystem.
The working process of the liquid hydrogen subsystem is as follows: at the start of the fuel cell operation, the liquid hydrogen subsystem enters a start-up cycle: liquid hydrogen comes out from a liquid hydrogen tank (YQG), enters a buffer tank (HCG) through a seventh valve (G7), a ninth valve (G9), a heat exchanger (HRQ), a sixth one-way valve (D6) and a tenth valve (G10), then enters a twelfth valve (G12), is increased in pressure through a compressor (YSJ) and returns to the liquid hydrogen tank (YQG), so that the liquid hydrogen is pushed to come out of the tank; when the fuel cell lithium battery hybrid power system enters a circulation 2 working mode, liquid hydrogen flows out of a liquid hydrogen tank (YQG), enters a buffer tank (HCG) through a sixth valve (G6), a first heat exchanger (HRQ1), a second heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11), and is supplied to a fuel cell to work after passing through a thirteenth valve (G13); when the fuel cell lithium battery hybrid power system enters a cycle 3 working mode, liquid hydrogen flows out of a liquid hydrogen tank (YQG), enters a buffer tank (HCG) through a seventh valve (G7), an eighth valve (G8), a second heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11), and is supplied to a fuel cell to work after passing through a thirteenth valve (G13).
Drawings
FIG. 1 is a flow chart of a fuel cell-lithium battery hybrid thermal management system of the present invention;
FIG. 2 is a schematic diagram of a fuel cell-lithium battery hybrid thermal management system;
FIG. 3 is a schematic diagram of the operation of the cooling water in the fuel cell subsystem of the fuel cell-lithium battery hybrid thermal management system during cold winter start-up;
FIG. 4 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem of the fuel cell-lithium battery hybrid thermal management system during cold winter start-up;
FIG. 5 is a schematic diagram of a fuel cell-lithium battery hybrid thermal management system at high temperature in summer;
FIG. 6 is a schematic diagram of the operation of the cooling water in the fuel cell subsystem of the fuel cell-lithium battery hybrid thermal management system during high temperature startup or operation in summer;
FIG. 7 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem in the fuel cell-lithium battery hybrid thermal management system during high temperature startup or operation in summer;
FIG. 8 is a schematic diagram of a fuel cell-lithium battery hybrid thermal management system during winter operation;
FIG. 9 is a schematic diagram of a portion of cooling water used to keep the temperature of a lithium battery in a fuel cell subsystem of a fuel cell-lithium battery hybrid thermal management system during winter operation;
FIG. 10 is a schematic diagram of a portion of cooling water in a fuel cell subsystem of a fuel cell-lithium battery hybrid thermal management system during winter operation that requires liquid hydrogen to dissipate heat;
FIG. 11 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem of the fuel cell-lithium battery hybrid thermal management system during winter operation;
fig. 12 is a schematic structural diagram of a liquid hydrogen subsystem in a fuel cell-lithium battery hybrid thermal management system.
Description of the reference numerals
T1, T2, T3 and T4 are respectively a first temperature sensor, a second temperature sensor, a third temperature sensor and a fourth temperature sensor;
SX1 and SX2 are respectively a first water tank and a second water tank;
l1 and L2 are a first flow meter and a second flow meter respectively;
b1 and B2 are respectively a first water pump and a first water pump of a cooling water circulating pump;
s1, S2, S3 and S4 are respectively a first three-way valve, a second three-way valve, a third three-way valve and a fourth three-way valve; wherein a and b are cooling water inlet ends; c. d is a cooling water outlet end;
d1, D2, D3, D4, D5 and D6 are respectively a first check valve, a second check valve, a third check valve, a fourth check valve, a fifth check valve and a sixth check valve;
g1, G2, G3, G4, G5, G6, G7, G8, G9, G10, G11, G12, G13 are respectively a first valve, a second valve, a third valve, a fourth valve, a fifth valve, a sixth valve, a seventh valve, an eighth valve, a ninth valve, a tenth valve, an eleventh valve, a twelfth valve, a thirteenth valve;
HRQ1, HRQ2 and HRQ3 are respectively a first plate heat exchanger, a second plate heat exchanger and a third plate heat exchanger;
QHQ is a vaporizer;
HCG is a buffer tank;
YSJ is compressor;
YQG is a liquid hydrogen tank;
Detailed Description
The invention is further described with reference to the following figures and detailed description:
fig. 1 is a flow chart of a fuel cell-lithium battery hybrid power system, and the specific flow is as follows: detecting the temperature T of circulating water in a fuel cell subsystem after a vehicle is startedfcIf the temperature T isfc>Temperature lower limit T set by circulating water in fuel cell subsystemx1Then the fuel cell-lithium battery hybrid electric vehicle directly enters a normal working mode; if the temperature T of the circulating water in the fuel cell subsystemfc<Lower limit T of set temperature of circulating water in fuel cell subsystemx1Then the temperature T is comparedfcAnd the minimum starting temperature T of the fuel cellx2If the temperature T isfc>Minimum starting temperature T of fuel cellx2Then the cooling water in the fuel cell subsystem circulates by itself; otherwise, the lithium battery heats the cooling water in the fuel cell subsystem until the temperature of the circulating water in the fuel cell subsystem reaches the lowest starting temperature T of the fuel cellx2Then the cooling water in the fuel cell subsystem circulates by itself until the lower temperature limit T set by the cooling water in the fuel cell subsystem is reachedx1The fuel cell-lithium battery hybrid electric vehicle enters a normal working mode;
after the fuel cell-lithium battery hybrid electric vehicle enters a normal working mode, detecting the current environmental temperature T0If said current ambient temperature T0>Temperature T of lithium battery needing heat preservationLiEntering a high-temperature working mode; otherwise, entering a low-temperature working mode.
Fig. 2 is a structural and schematic diagram of a fuel cell-lithium battery hybrid power system, which includes a fuel cell subsystem, a lithium battery subsystem, and a liquid hydrogen subsystem.
Wherein the fuel cell subsystem comprises: cycle 1, comprising: a fuel cell body, a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a third check valve (D3), a fourth valve (G4), a third valve (G3), a second water tank (SX2), a third temperature sensor (T3), a cycle 31, including: a fuel cell body, a fourth temperature sensor (T4), a second flow meter (L2), a second water pump (B2), a fourth three-way valve (S4), a third heat exchanger (HRQ3), a third three-way valve (S3), a third water tank (SX2), a third temperature sensor (T3), a cycle 32, including: the fuel cell comprises a fuel cell body, a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a fourth one-way valve (D4), a second heat exchanger (HRQ2), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3).
The lithium battery subsystem includes: cycle 12, comprising: lithium cell body, second temperature sensor (T2), valve (G1), second valve (G2), first check valve (D1), second three-way valve (S2), first water tank (SX1), first water pump (B1), first flowmeter (L1), first temperature sensor (T1), circulation 22 include: lithium cell body, second temperature sensor (T2), first three-way valve (S1), first heat exchanger (HRQ1), second check valve (D2), first three-way valve (S2), first water tank (SX1), first water pump (B1), first flowmeter (L1), first temperature sensor (T1), circulation 33 include: lithium cell body, second temperature sensor (T2), first three-way valve (S1), third heat exchanger (HRQ3), first check valve (D1), second three-way valve (S2), first water tank (SX1), first water pump (B1), first flowmeter (L1), first temperature sensor (T1).
The liquid hydrogen subsystem comprises the following specific processes: and (3) opening a seventh valve (G7), enabling the gas hydrogen to enter a buffer tank (HCG) through a vaporizer (QHQ), a sixth one-way valve (D6) and a tenth valve (G10), pumping air by a compressor (YSJ) to enter the lower part of a liquid hydrogen tank (YQG), pushing a baffle in the liquid hydrogen tank to move upwards, and extruding the gas out. When liquid hydrogen needs to exchange heat with both a fuel cell and a lithium battery, the liquid hydrogen passes through a sixth valve (G6), a first plate heat exchanger (HRQ1), a second plate heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11) and then enters a buffer tank (HCG); when liquid hydrogen only needs to exchange heat with the fuel cell, the liquid hydrogen enters the buffer tank through a seventh valve (G7), an eighth valve (G8), a second plate heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11); when the liquid hydrogen does not need to exchange heat with the fuel cell nor the lithium battery, the liquid hydrogen enters the buffer tank through the seventh valve (G7), the ninth valve (G9), the vaporizer (QHQ), the sixth one-way valve (D6), and the tenth valve (G10). The thirteenth valve (G13) is then opened and the hydrogen supply in the buffer tank is operated as a fuel cell.
FIG. 3 is a schematic diagram of the operation of the cooling water in the fuel cell subsystem of the fuel cell-lithium battery hybrid thermal management system during the winter cold start of the cycle 1, where the temperature of the cooling water is lower than the lower temperature limit T set by the fuel cellx1Loop 1 is always executed. No matter the heat is provided by the lithium battery or by self heat dissipation after the fuel cell works, the heat is only used for heating self cooling water, and the cooling water is circulated, so that the temperature distribution of the cooling water is uniform.
Fig. 4 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem of the fuel cell-lithium battery hybrid thermal management system during the winter low-temperature start of the cycle 12. The lithium battery is used for heating the circulating water of the fuel battery when the lithium battery is started, so that the heat generated during the operation of the lithium battery is completely used for heating the cooling water of the lithium battery, and the circulation is started to enable the temperature distribution of the cooling water to be uniform.
FIG. 5 is a schematic diagram of the structure of the fuel cell-lithium battery hybrid thermal management system in the cycle 2 at high temperature in summer;
fig. 6 is a schematic diagram illustrating the operation of the cooling water in the fuel cell subsystem in the hybrid thermal management system of the fuel cell-lithium battery in summer according to the above cycle 21, and the heat generated during the operation of the fuel cell is absorbed by the liquid hydrogen system through the three-way valve S4.
Fig. 7 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem in the hybrid thermal management system of the fuel cell-lithium battery in summer according to the above cycle 22, because the lithium battery also generates a part of heat during operation, and the service life of the lithium battery may be affected due to too high temperature, and therefore the part of heat needs to be transferred to the liquid hydrogen system through the three-way valve S1.
Fig. 8 is a schematic diagram of the structure of the fuel cell-lithium battery hybrid thermal management system during winter operation of the cycle 3;
fig. 9 is the above-mentioned cycle 31, and in the fuel cell-lithium battery hybrid thermal management system during operation in winter, the working principle diagram of a part of cooling water for insulating the lithium battery in the fuel cell subsystem is that the outdoor temperature is low in winter, which greatly affects the charging and discharging efficiency of the lithium battery, so that heat generated by the fuel cell is needed to insulate the lithium battery.
Fig. 10 is a schematic diagram of the above-mentioned cycle 32, in the fuel cell-lithium battery hybrid thermal management system during winter operation, a part of cooling water in the fuel cell subsystem needs liquid hydrogen to dissipate heat, and since the fuel cell generates more heat during operation and a part of cooling water for the lithium battery is not enough to dissipate heat completely, the liquid hydrogen is needed to dissipate a part of heat, so as to ensure that the circulating water in the fuel cell subsystem is always kept within the normal operating temperature of the fuel cell.
Fig. 11 is a schematic diagram of the operation of the cooling water in the lithium battery subsystem in the fuel cell-lithium battery hybrid thermal management system during winter operation of the cycle 33.
Fig. 12 shows the above-mentioned liquid hydrogen subsystem, when the fuel cell lithium battery hybrid electric vehicle is working, the seventh valve (G7) is opened, the gas hydrogen enters the buffer tank (HCG) through the vaporizer (QHQ), the sixth one-way valve (D6), and the tenth valve (G10), and then the gas is pumped into the lower part of the liquid hydrogen tank (YQG) by the compressor (YSJ), pushing the baffle in the liquid hydrogen tank to move upward, and pressing out the gas. When liquid hydrogen needs to exchange heat with both a fuel cell and a lithium battery, the liquid hydrogen passes through a sixth valve (G6), a first plate heat exchanger (HRQ1), a second plate heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11) and then enters a buffer tank (HCG); when liquid hydrogen only needs to exchange heat with the fuel cell, the liquid hydrogen enters the buffer tank through a seventh valve (G7), an eighth valve (G8), a second plate heat exchanger (HRQ2), a fifth one-way valve (D5) and an eleventh valve (G11); when the liquid hydrogen does not need to exchange heat with the fuel cell nor the lithium battery, the liquid hydrogen enters the buffer tank through the seventh valve (G7), the ninth valve (G9), the vaporizer (QHQ), the sixth one-way valve (D6), and the tenth valve (G10). Then, the thirteenth valve (G13) is opened, and hydrogen in the buffer tank is supplied to the fuel cell for operation.

Claims (2)

1. The utility model provides a heat management method of fuel cell lithium cell hybrid vehicle who uses liquid hydrogen as air supply and cold source which characterized in that, the structure aspect includes: a fuel cell subsystem, a lithium battery subsystem and a liquid hydrogen subsystem;
wherein the fuel cell subsystem comprises: cycle 1, comprising: a fuel cell body, a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a third check valve (D3), a fourth valve (G4), a third valve (G3), a second water tank (SX2), a third temperature sensor (T3), a cycle 31, including: a fuel cell body, a fourth temperature sensor (T4), a second flow meter (L2), a second water pump (B2), a fourth three-way valve (S4), a third heat exchanger (HRQ3), a third three-way valve (S3), a third water tank (SX2), a third temperature sensor (T3), a cycle 32, including: a fuel cell body, a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a fourth one-way valve (D4), a second heat exchanger (HRQ2), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3);
the lithium battery subsystem includes: cycle 12, comprising: lithium cell body, second temperature sensor (T2), valve (G1), second valve (G2), first check valve (D1), second three-way valve (S2), first water tank (SX1), first water pump (B1), first flowmeter (L1), first temperature sensor (T1), circulation 22 include: lithium cell body, second temperature sensor (T2), first three-way valve (S1), first heat exchanger (HRQ1), second check valve (D2), first three-way valve (S2), first water tank (SX1), first water pump (B1), first flowmeter (L1), first temperature sensor (T1), circulation 33 include: the lithium battery comprises a lithium battery body, a second temperature sensor (T2), a first three-way valve (S1), a third heat exchanger (HRQ3), a first one-way valve (D1), a second three-way valve (S2), a first water tank (SX1), a first water pump (B1), a first flow meter (L1) and a first temperature sensor (T1);
the liquid hydrogen subsystem includes: a liquid hydrogen subsystem start-up cycle comprising: a liquid hydrogen tank (YQG), a seventh valve (G7), a ninth valve (G9), a heat exchanger (HRQ), a sixth one-way valve (D6), a tenth valve (G10), a buffer tank (HCG), a twelfth valve (G12) and a compressor (YSJ); the liquid hydrogen subsystem and the fuel cell subsystem heat exchange part comprises: a liquid hydrogen tank (YQG), a seventh valve (G7), an eighth valve (G8), a second heat exchanger (HRQ2), a fifth one-way valve (D5), an eleventh valve (G11), a buffer tank (HCG), a thirteenth valve (G13) and a fuel cell; the liquid hydrogen subsystem and lithium battery subsystem heat transfer part includes: a liquid hydrogen tank (YQG), a sixth valve (G6), a first heat exchanger (HRQ1), a second heat exchanger (HRQ2), a fifth one-way valve (D5), an eleventh valve (G11), a buffer tank (HCG), a thirteenth valve (G13) and a fuel cell; the liquid hydrogen subsystem inflation part comprises a fifth valve (G5) and a liquid hydrogen tank (YQG);
the connection between the lithium battery subsystem and the fuel cell subsystem is as follows: the fuel cell subsystem is in circulation 31, and the lithium battery subsystem is in circulation 33, and the two subsystems are connected through a third heat exchanger (HRQ 3);
the connection between the lithium battery subsystem and the liquid hydrogen subsystem structure is as follows: when the lithium battery subsystem carries out circulation 22, the two subsystems are connected through a first heat exchanger (HRQ 1);
the connection between the fuel cell subsystem and the liquid hydrogen subsystem structure is as follows: the fuel cell connects the two subsystems through a second heat exchanger (HRQ2) while in cycle 32.
2. The fuel cell vehicle thermal management method of claim 1, comprising the steps of:
BZ1, detecting the current temperature T of the circulating water of the fuel cellFC；
BZ2 when the current circulating water temperature T of the fuel cellFCWhen the lower limit of the normal working set temperature of the circulating water of the fuel cell is more than or equal to 10 ℃, the hybrid electric vehicle of the fuel cell lithium battery enters a normal working mode, otherwise, the hybrid electric vehicle of the fuel cell lithium battery enters a combustion modeA material battery circulating water heating mode;
the normal working mode is as follows: the working temperature of the fuel cell reaches the working temperature range with the best efficiency of the fuel cell, namely 60 ℃ to 80 ℃, at the moment, no matter how much power is required by the automobile, the power required by the automobile is provided by the fuel cell firstly, if the power of the fuel cell is not enough to provide the power required by the normal running of the automobile, the running power of the automobile is provided by the fuel cell and a lithium battery together, wherein the maximum power is provided on the basis of ensuring that the power of the fuel cell is more than 40%, and the lithium battery supplements the rest of the power required by the running of the automobile; if the power of the fuel cell can completely meet the power required by the normal running of the automobile, the running power of the automobile is provided by the fuel cell, at the moment, if the SOC of the lithium battery is lower than fifty percent, the fuel cell still needs to charge the lithium battery, and if the SOC of the lithium battery is higher than fifty percent, the lithium battery is not charged;
the fuel cell circulating water heating mode is divided into two steps: the method comprises the steps that firstly, the power lithium battery subsystem is controlled to heat circulating water of a fuel cell, the fuel cell subsystem is controlled to realize a circulation 1 working mode, namely cooling water of the fuel cell circulates per se, namely after the cooling water in the fuel cell subsystem comes out of the fuel cell, heat heated by a lithium battery serving as a second water tank (SX2) is uniformly distributed in the circulating water of the fuel cell subsystem through a fourth temperature sensor (T4), a second flowmeter (L2), a fourth three-way valve (S4), a fourth valve (G4), a third valve (G3), a second water tank (SX2) and a third temperature sensor (T3), but the fuel cell does not work, and electric energy used in the fuel cell subsystem and the power cell subsystem is provided by a power cell of the power lithium battery subsystem; the second step is to control the fuel cell subsystem to realize a circulation 1 working mode, control the power lithium battery subsystem to realize a circulation 12 working mode, namely, the cooling water in the lithium battery subsystem circulates by itself, namely after the cooling water in the lithium battery subsystem comes out from the water-cooled lithium battery, the heat generated by the self discharge of the lithium battery is used for heating the cooling circulating water in the lithium battery subsystem through a second temperature sensor (T2), a first valve (G1), a second valve (G2), a first one-way valve (D1), a second three-way valve (S2), a first water tank (SX1), a first water pump (B1), a first flow meter (L1) and a first temperature sensor (T1), the electric energy used in the fuel cell subsystem and the power lithium battery subsystem is provided by a fuel cell in the fuel cell subsystem and a power battery in the power battery subsystem together;
BZ21 when the temperature T of the circulating water of the fuel cell isFCWhen the minimum starting temperature of the fuel cell is more than or equal to-20 ℃, the fuel cell lithium battery hybrid electric vehicle enters a fuel cell circulating water heating mode;
BZ22 when the temperature T of the circulating water of the fuel cell isFC<When the lowest starting temperature of a fuel cell is-20 ℃, the fuel cell lithium battery hybrid electric vehicle enters a first step of a fuel cell circulating water heating mode, and when the temperature of the current fuel cell circulating water is more than or equal to the lowest starting temperature of the fuel cell by 10 ℃, the fuel cell lithium battery hybrid electric vehicle enters a second step of the fuel cell circulating water heating mode;
BZ3, when the fuel cell lithium battery hybrid electric vehicle enters a normal working mode, detecting the environmental temperature T0；
BZ4 when said ambient temperature T is high0When the temperature required by the power lithium battery is more than or equal to 10 ℃, the fuel battery lithium battery hybrid electric vehicle enters a high-temperature working mode, namely a summer working mode, or else, the fuel battery lithium battery hybrid electric vehicle enters a low-temperature working mode, namely a winter working mode;
the high-temperature working mode is as follows: controlling a fuel cell lithium battery hybrid power system to realize a circulation 2 mode, wherein a fuel cell subsystem realizes a circulation 21 mode, namely circulating cooling water of a fuel cell passes through a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a second plate heat exchanger (HRQ2), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3) to transfer heat to a liquid hydrogen system for cooling, and at the moment, a fourth valve (G4), a third valve (G3), a fourth three-way valve (S4) and a third three-way valve (S3) in the fuel cell subsystem are all in a closed state; a seventh valve (G7), an eighth valve (G8), a fifth check valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, the power lithium battery subsystem realizes a circulation 22 mode, namely, the lithium battery passes through a second temperature sensor (T2), a third three-way valve (S1), a first plate heat exchanger (HRQ1), a second check valve (D2), a second three-way valve (S2), a first water tank (SX1), a first water pump (B1), a first flowmeter (L1) and a first temperature sensor (T1) to cool heat from the liquid hydrogen system, and at the moment, the first valve (G1), the second valve (G2), the first check valve (D1), the first three-way valve (S1) and the second three-way valve (S2) in the power lithium battery subsystem are all in a closed state; a sixth valve (G6), a fifth valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, and the electric energy used in the fuel cell subsystem and the power lithium battery subsystem is provided by a fuel cell in the fuel cell subsystem and a lithium battery in the power lithium battery subsystem together; the kinetic energy of the flowing liquid hydrogen in the liquid hydrogen subsystem is provided by the liquid hydrogen subsystem;
the low-temperature working mode, namely the working mode in winter is as follows: controlling the fuel cell lithium battery hybrid power system to realize a circulation 3 mode, wherein the fuel cell subsystem realizes a circulation 31 mode, namely, part of circulating cooling water of the fuel cell passes through a fourth temperature sensor (T4), a second flowmeter (L2), a second water pump (B2), a fourth three-way valve (S4), a third one-way valve (D3), a third plate heat exchanger (HRQ3), a third three-way valve (S3), a second water tank (SX2) and a third temperature sensor (T3) provide part of heat for the power lithium battery to keep warm, the part of heat can meet the condition that the temperature of the lithium battery is kept to 20 ℃ at the ambient temperature, and a circulation 32 mode, namely, the rest part of the circulating cooling water of the fuel cell passes through the fourth temperature sensor (T4), the second flowmeter (L2), the second water pump (B2), the fourth three-way valve (S4), the second plate heat exchanger (HRQ2), the third temperature sensor (S3), The second water tank (SX2) and the third temperature sensor (T3) are cooled by the liquid hydrogen system, at the moment, a seventh valve (G7), an eighth valve (G8), a fifth check valve (D5) and an eleventh valve (G11) in the liquid hydrogen subsystem are opened, the power lithium battery subsystem realizes a circulation 33 mode, namely circulating water in the lithium battery subsystem is kept warm by circulating cooling water in the fuel cell subsystem through the second temperature sensor (T2), a first three-way valve (S1), a third plate heat exchanger (HRQ3), the first check valve (D1), a second three-way valve (S2), the first water tank (SX1), a first water pump (B1), a first flowmeter (L1) and the first temperature sensor (T1), at the moment, the sixth valve (G6) in the liquid hydrogen subsystem is closed, and liquid hydrogen in the liquid hydrogen subsystem is kept warm by the seventh valve (G7), the eighth valve (G8), the fifth check valve (D5), An eleventh valve (G11) completely provides liquid hydrogen cold energy for cooling water in a fuel cell subsystem for heat dissipation, and electric energy used in the fuel cell subsystem and the power lithium battery subsystem is provided by a fuel cell in the fuel cell subsystem and a lithium battery in the power lithium battery subsystem together; and the kinetic energy of the liquid hydrogen flowing in the liquid hydrogen subsystem is provided by the liquid hydrogen subsystem.
CN201911211242.4A 2019-12-02 2019-12-02 Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source Active CN110803070B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911211242.4A CN110803070B (en) 2019-12-02 2019-12-02 Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911211242.4A CN110803070B (en) 2019-12-02 2019-12-02 Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source

Publications (2)

Publication Number Publication Date
CN110803070A true CN110803070A (en) 2020-02-18
CN110803070B CN110803070B (en) 2021-04-16

Family

ID=69492052

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911211242.4A Active CN110803070B (en) 2019-12-02 2019-12-02 Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source

Country Status (1)

Country Link
CN (1) CN110803070B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111409502A (en) * 2020-03-25 2020-07-14 武汉格罗夫氢能汽车有限公司 Hydrogen fuel cell automobile and motor energy management method thereof in low-temperature environment

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070144183A1 (en) * 2005-12-22 2007-06-28 Denso Corporation Liquid fuel storage system
CN107154506A (en) * 2016-03-04 2017-09-12 杭州聚力氢能科技有限公司 Intelligent power system and method for supplying power to based on liquid hydrogen source and fuel cell
JP2017224578A (en) * 2016-06-17 2017-12-21 三菱自動車工業株式会社 Warm-up device of fuel cell for vehicle
CN108011114A (en) * 2017-12-18 2018-05-08 大连交通大学 One kind utilizes alloy hydrogen storage material cold-starting fuel cell system for vehicles and method
CN109466380A (en) * 2018-11-28 2019-03-15 北汽福田汽车股份有限公司 The heat management system of Hydrogen Fuel-cell Vehicles and vehicle with it
CN109823140A (en) * 2017-11-23 2019-05-31 上海汽车集团股份有限公司 Automobile air conditioning refrigerating system and refrigerating method based on liquid hydrogen fuel cell
CN110303906A (en) * 2019-07-12 2019-10-08 上海捷氢科技有限公司 A kind of Liquid Hydrogen fuel battery car and its cooling capacity management system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070144183A1 (en) * 2005-12-22 2007-06-28 Denso Corporation Liquid fuel storage system
CN107154506A (en) * 2016-03-04 2017-09-12 杭州聚力氢能科技有限公司 Intelligent power system and method for supplying power to based on liquid hydrogen source and fuel cell
JP2017224578A (en) * 2016-06-17 2017-12-21 三菱自動車工業株式会社 Warm-up device of fuel cell for vehicle
CN109823140A (en) * 2017-11-23 2019-05-31 上海汽车集团股份有限公司 Automobile air conditioning refrigerating system and refrigerating method based on liquid hydrogen fuel cell
CN108011114A (en) * 2017-12-18 2018-05-08 大连交通大学 One kind utilizes alloy hydrogen storage material cold-starting fuel cell system for vehicles and method
CN109466380A (en) * 2018-11-28 2019-03-15 北汽福田汽车股份有限公司 The heat management system of Hydrogen Fuel-cell Vehicles and vehicle with it
CN110303906A (en) * 2019-07-12 2019-10-08 上海捷氢科技有限公司 A kind of Liquid Hydrogen fuel battery car and its cooling capacity management system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111409502A (en) * 2020-03-25 2020-07-14 武汉格罗夫氢能汽车有限公司 Hydrogen fuel cell automobile and motor energy management method thereof in low-temperature environment

Also Published As

Publication number Publication date
CN110803070B (en) 2021-04-16

Similar Documents

Publication Publication Date Title
CN109532565B (en) Hydrogen fuel cell automobile thermal management system and control method
CN111370804B (en) Electricity-electricity mixed fuel cell automobile water heat management system and control method thereof
CN112803043B (en) Fuel cell power system and low-temperature starting control method thereof
CN111403772B (en) Cold starting device of fuel cell and control method thereof
CN206461037U (en) A kind of fuel cell system and fuel cell car
CN109159657A (en) Fuel cell thermal management system of whole
CN110525237A (en) The cogeneration system and its control method of electric automobile fuel battery
CN111890956A (en) Thermoelectric generation and low-temperature phase change cooling heat storage system of fuel cell vehicle
WO2013139104A1 (en) Thermal management system for fuel cell, and fuel cell system and vehicle having same
CN206461036U (en) Fuel cell system and fuel cell car
CN108232238B (en) Fuel cell system, control method and fuel cell automobile
CN108583348B (en) Charging station capable of providing preheating and cooling for rechargeable battery of new energy automobile
CN209896183U (en) Fuel cell heating system
CN210349980U (en) Cooling system of fuel cell engine
CN110400945A (en) Fuel cell residual neat recovering system, fuel cell car and its working method
CN110492135A (en) Fuel cell car afterheat generating system and its working method, fuel cell car
CN110649283A (en) Fuel cell system and low-temperature starting method thereof
CN112549902B (en) Multi-mode refrigerant direct cooling type new energy automobile heat management unit and control method thereof
CN202474108U (en) Fuel cell heat managing system, fuel cell system and vehicle using the same
CN113733855B (en) Low-temperature quick starting system and control method for electric automobile
CN110803070B (en) Thermal management method of fuel cell lithium battery hybrid electric vehicle with liquid hydrogen as gas source
CN112550003B (en) Range extender of electric vehicle
CN216886623U (en) Liquid hydrogen fuel cell truck brake temperature control system
CN114776432B (en) Waste heat recovery control system
CN113910866B (en) Low-temperature reserved starting system and control method for electric automobile battery

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant